JP2620995B2 - Anti-lock control device - Google Patents
Anti-lock control deviceInfo
- Publication number
- JP2620995B2 JP2620995B2 JP3212334A JP21233491A JP2620995B2 JP 2620995 B2 JP2620995 B2 JP 2620995B2 JP 3212334 A JP3212334 A JP 3212334A JP 21233491 A JP21233491 A JP 21233491A JP 2620995 B2 JP2620995 B2 JP 2620995B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- wheel
- acceleration
- deceleration
- wheel speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
- B60T8/17636—Microprocessor-based systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2250/00—Monitoring, detecting, estimating vehicle conditions
- B60T2250/04—Vehicle reference speed; Vehicle body speed
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Regulating Braking Force (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、アンチロック制御装置
に関し、特に車両走行路面の摩擦係数に対応したアンチ
ロック制御を可能とすべく走行路面の摩擦係数に対応す
る値を得るようにしたアンチロック制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an antilock control device, and more particularly to an antilock control device which obtains a value corresponding to a friction coefficient of a running road surface so as to enable antilock control corresponding to a friction coefficient of a running road surface of a vehicle. It relates to a lock control device.
【０００２】[0002]
【従来の技術】従来、車輪速度が車体速度に復帰する過
程での加速度ピーク値の大小により走行路面の摩擦係数
の大小を判断するようにしたものが特開昭５５−４４０
３９号公報により知られており、また車輪速度が車体速
度に復帰する過程での２つの速度ポイント間での回復時
間の大小により走行路面の摩擦係数の大小を判断するよ
うにしたものが特開昭６２−１５５１６１号公報により
知られている。2. Description of the Related Art Japanese Unexamined Patent Publication No. 55-440 discloses a technique in which the magnitude of a friction coefficient of a running road surface is determined based on the magnitude of an acceleration peak value in a process in which a wheel speed returns to a vehicle body speed.
Japanese Patent Application Laid-Open No. 39-39139 discloses a technique in which the magnitude of the friction coefficient of the traveling road surface is determined based on the magnitude of the recovery time between two speed points in the process of returning the wheel speed to the vehicle body speed. This is known from JP-A-62-155161.
【０００３】[0003]
【発明が解決しようとする課題】ところが、上記特開昭
５５−４４０３９号公報により開示されたものは、摩擦
係数の大小をピンポイントでの加速度の測定により判断
しており、また特開昭６２−１５５１６１号公報により
開示されたものは測定時間のスパンが短いので、ともに
摩擦係数の大小判定が瞬間的な車輪の挙動に支配され
る。このため、図５で示すように、低摩擦係数の路面を
走行中の車体速度ＶBLおよび高摩擦係数の路面を走行中
の車体速度ＶBHに対して、車輪速度ＶW の変化がほぼ等
しいときには摩擦係数の大小の判断が困難である。However, in the technique disclosed in Japanese Patent Application Laid-Open No. 55-44039, the magnitude of the friction coefficient is determined by measuring the acceleration at a pinpoint. Since the measurement time span is short in the device disclosed in JP-A-155161, the magnitude determination of the friction coefficient is governed by the instantaneous wheel behavior. Therefore, as shown in Figure 5, with respect to the vehicle speed V BH traveling the road of vehicle speed V BL and a high friction coefficient during running of a low friction coefficient road surface, the change in the wheel speed V W is substantially equal Sometimes it is difficult to determine the magnitude of the coefficient of friction.
【０００４】本発明は、かかる事情に鑑みてなされたも
のであり、瞬間的な車輪の挙動に影響されず、精度よく
摩擦係数に対応する値を得ることを可能としたアンチロ
ック制御装置を提供することを目的とする。The present invention has been made in view of such circumstances, and provides an anti-lock control device capable of accurately obtaining a value corresponding to a friction coefficient without being affected by instantaneous wheel behavior. The purpose is to do.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
に、本発明の第１の特徴に従う装置は、車輪速度検出手
段と、車輪加・減速度検出手段と、車輪速度検出手段で
検出された車輪速度に基づいて擬似車体速度を演算する
擬似車体速度演算手段と、車輪速度の増速過程で車輪加
・減速度がピークを過ぎた後に「０」を含む「０」近傍
の値に設定された設定加速度以下となったサンプリング
時期での車輪速度または擬似車体速度を記憶する記憶手
段と、該記憶手段で今回記憶した車輪速度または擬似車
体速度と前回記憶した車輪速度または擬似車体速度との
速度差を演算する速度差演算手段と、前回のサンプリン
グ時期から今回のサンプリング時期までの経過時間を計
測する経過時間計測手段と、前記速度差を前記経過時間
で除して路面摩擦係数に対応する値を得る除算手段と、
前記経過時間が予め設定した設定範囲から外れたときに
前記除算手段の出力に代えて予め設定した摩擦係数対応
値を出力する設定値出力手段とを備える。In order to achieve the above object, an apparatus according to a first aspect of the present invention comprises a wheel speed detecting means, a wheel acceleration / deceleration detecting means, and a wheel speed detecting means. Pseudo vehicle speed calculating means for calculating the pseudo vehicle speed based on the wheel speed, and a value near "0" including "0" after the peak of the wheel acceleration / deceleration in the process of increasing the wheel speed. Storage means for storing the wheel speed or the pseudo vehicle speed at the sampling time when the acceleration is equal to or less than the set acceleration, and storing the wheel speed or the pseudo vehicle speed currently stored in the storage device with the wheel speed or the pseudo vehicle speed previously stored. Speed difference calculating means for calculating a speed difference; elapsed time measuring means for measuring an elapsed time from a previous sampling time to a current sampling time; road surface friction by dividing the speed difference by the elapsed time; A dividing means for obtaining a value corresponding to the number,
When the elapsed time is out of the preset range
Corresponding to a preset friction coefficient instead of the output of the dividing means
Setting value output means for outputting a value .
【０００６】[0006]
【０００７】本発明の第２の特徴によれば、上記第１の
特徴に加えて、制動圧の復帰増圧開始時期がサンプリン
グ時期に設定される。According to a second feature of the present invention, in addition to the first feature, the start time of the return pressure increase of the braking pressure is set to the sampling time.
【０００８】さらに本発明の第３の特徴によれば、上記
第１の特徴の構成に加えて、サンプリング時期は、制動
圧を一括制御される複数の車輪のうちロックが生じ易く
なった側の車輪の車輪加速度がピークを過ぎた後に設定
加速度以下となった時期であり、記憶手段には、該サン
プリング時期において各車輪のうち最も高い車輪速度ま
たは最も高い車輪速度に基づいて演算された擬似車体速
度が入力される。According to a third aspect of the present invention, in addition to the configuration of the first aspect, the sampling timing is set on the side of the plurality of wheels whose braking pressure is collectively controlled, on the side where locking tends to occur. It is a time when the wheel acceleration of the wheel has become equal to or less than the set acceleration after the peak, and the storage means stores the highest wheel speed or the pseudo vehicle body calculated based on the highest wheel speed among the wheels at the sampling time. The speed is entered.
【０００９】[0009]
【実施例】以下、図面により本発明の実施例について説
明する。Embodiments of the present invention will be described below with reference to the drawings.
【００１０】図１は本発明の一実施例のアンチロック制
御装置の構成を示すブロック回路図である。このアンチ
ロック制御装置は、車両の左右後輪における制動圧を一
括制御するためのものであり、左、右後輪の車輪速度Ｖ
WL，ＶWRを個別に検出する車輪速度検出手段１L ，１R
と、各車輪速度ＶWL，ＶWRから左、右後輪の車輪加・減
速度αWL，αWRを得る車輪加・減速度検出手段２L ，２
R と、各車輪速度ＶWL，ＶWRに基づいて擬似車体速度Ｖ
RHを得る擬似車体速度演算手段３と、サンプリング時期
を定めるためのサンプリング時期決定手段４と、サンプ
リング時期決定手段４で定められたサンプリング時期に
擬似車体速度ＶRHを記憶する記憶手段５と、該記憶手段
５で前回記憶した擬似車体速度ＶRH(n-1) と今回記憶し
た擬似車体速度ＶRH(n) との速度差ΔＶを演算する速度
差演算手段６と、前回のサンプリング時期から今回のサ
ンプリング時期までの経過時間ΔＴを計測する経過時間
計測手段７と、前記速度差ΔＶを前記経過時間ΔＴで除
して路面摩擦係数に対応する値すなわちアンチロック制
御実行中の減速度（ΔＶ／ΔＴ）を得る除算手段８と、
前記減速度（ΔＶ／ΔＴ）からオフセット値（ΔＧ）を
減算して減速度（−ＧRD1 ）を得る減算手段９と、予め
設定した摩擦係数対応値として設定減速度（−ＧRD0 ）
を出力する設定値出力手段１０と、経過時間計測手段７
で計測された経過時間ΔＴが予め設定した設定範囲内に
あるかどうかに応じて前記減算手段９および設定値出力
手段１０のいずれか一方の出力を選択する切換手段１１
と、両後輪の制動圧を制御するアクチュエータ１３に制
御信号を与える制御回路１２とを備える。FIG. 1 is a block circuit diagram showing the configuration of an antilock control device according to one embodiment of the present invention. This anti-lock control device is for collectively controlling the braking pressures on the left and right rear wheels of the vehicle.
Wheel speed detecting means 1 L , 1 R for detecting WL and V WR individually
And wheel acceleration / deceleration detecting means 2 L , 2 for obtaining left and right rear wheel acceleration / deceleration α WL , α WR from respective wheel speeds V WL , V WR.
R and the vehicle speed V based on the wheel speeds V WL and V WR.
Simulated vehicle speed calculating means 3 for obtaining RH ; sampling time determining means 4 for determining a sampling time; storage means 5 for storing pseudo vehicle speed V RH at the sampling time determined by sampling time determining means 4; a speed difference calculating means 6 for calculating a speed difference ΔV between the estimated vehicle speed V RH, which in the storage means 5 the previously stored (n-1) and the current stored pseudo vehicle speed V RH (n), the current from the previous sampling period An elapsed time measuring means 7 for measuring an elapsed time ΔT up to the sampling time, a value corresponding to a road surface friction coefficient obtained by dividing the speed difference ΔV by the elapsed time ΔT, that is, a deceleration (ΔV / ΔT) dividing means 8 for obtaining ΔT);
Subtraction means 9 for subtracting the offset value (ΔG) from the deceleration (ΔV / ΔT) to obtain a deceleration (−G RD1 ), and a set deceleration (−G RD0 ) as a preset friction coefficient corresponding value.
Set value output means 10 for outputting the elapsed time, and elapsed time measurement means 7
Switching means 11 for selecting one of the outputs of the subtraction means 9 and the set value output means 10 in accordance with whether or not the elapsed time ΔT measured in the step is within a preset range.
And a control circuit 12 that supplies a control signal to an actuator 13 that controls the braking pressure of both rear wheels.
【００１１】車輪加・減速度検出手段２L ，２R には、
車輪速度検出手段１L ，１R で検出された左、右後輪の
車輪速度ＶWL，ＶWRが個別に入力されており、各車輪加
・減速度検出手段２L ，２R は車輪速度ＶWL，ＶWRを微
分することにより、車輪加・減速度αL ，αR を得る。The wheel acceleration / deceleration detecting means 2 L and 2 R include:
The wheel speeds V WL , V WR of the left and right rear wheels detected by the wheel speed detecting means 1 L , 1 R are individually input, and the respective wheel acceleration / deceleration detecting means 2 L , 2 R are wheel speeds. By differentiating V WL and V WR , wheel acceleration / deceleration α L and α R are obtained.
【００１２】擬似車体速度演算手段３は、車輪速度検出
手段１L で得られた左後輪の車輪速度ＶWLに基づいて擬
似車体速度ＶRLを演算する左後輪用演算回路１４L と、
車輪速度検出手段１R で得られた右後輪の車輪速度ＶWR
に基づいて擬似車体速度ＶRRを演算する右後輪用演算回
路１４R と、両演算回路１４L ，１４R からそれぞれ出
力される擬似車体速度ＶRL，ＶRRのうち高い方を選択し
擬似車体速度ＶRHとして出力するハイセレクト回路１５
とから成る。[0012] estimated vehicle speed calculating means 3, the arithmetic circuit 14 L for the left rear wheel for calculating the estimated vehicle speed V RL based on the wheel speed V WL of the left rear wheel obtained by the wheel speed detection means 1 L,
Wheel speed V WR of right rear wheel obtained by wheel speed detecting means 1 R
And the right rear wheel operation circuit 14 R for calculating the estimated vehicle speed V RR based on both the arithmetic circuit 14 L, 14 estimated vehicle speed V RL respectively output from the R, pseudo select higher of V RR High select circuit 15 that outputs as vehicle speed V RH
Consisting of
【００１３】左後輪用演算回路１４L では、前回の擬似
車体速度ＶRL(n-1) から今回の車輪速度ＶWL(n) を減算
した値を演算サイクルの時間ΔＴC で除して得られる加
・減速度｛（ＶRL(n-1) −ＶWL(n) ）／ΔＴC ｝が、制
限減速度（−ＧRD）および制限加速度（＋ＧRA）で定ま
る範囲内にあるかどうかに応じて、次のように擬似車体
速度ＶRL(n) を演算する。In the left rear wheel calculation circuit 14 L , a value obtained by subtracting the current wheel speed V WL (n) from the previous pseudo vehicle speed V RL (n−1) is divided by the calculation cycle time ΔT C. Is the obtained acceleration / deceleration {(V RL (n-1) −V WL (n) ) / ΔT c } within the range determined by the limited deceleration (−G RD ) and the limited acceleration (+ G RA ) The pseudo vehicle speed V RL (n) is calculated as follows depending on whether or not it is.
【００１４】すなわち、−ＧRD＜（ＶRL(n-1) −Ｖ
WL(n) ）／ΔＴC ＜＋ＧRAの範囲では、 ＶRL(n) ＝ＶRL(n-1) −｛ＶRL(n-1) −ＶWL(n) ｝＝Ｖ
WL(n) また、（ＶRL(n-1) −ＶWL(n) ）／ΔＴC≦−ＧRDで
は、 ＶRL(n) ＝ＶRL(n-1) −ＧRD×ΔＴC さらに、＋ＧRA≦（ＶRL(n-1) −ＶWL(n)）／ΔＴC で
は、 ＶRL(n) ＝ＶRL(n-1) ＋ＧRA×ΔＴC となる。これにより、車輪速度ＶWLに対して図２で示す
ように変化する擬似車体速度ＶRLが得られる。That is, -G RD <(V RL (n-1) -V
WL (n) ) / [Delta] TC <+ GRA , VRL (n) = VRL (n-1) -{ VRL (n-1) -VWL (n) } = V
WL (n) Also, if (V RL (n−1) −V WL (n) ) / ΔT C ≦ −G RD , then V RL (n) = V RL (n−1) −G RD × ΔT C , + G RA ≦ (V RL (n-1) -V WL (n)) / At ΔT C, V RL (n) = V RL (n-1) + a G RA × ΔT C. Thus, the pseudo vehicle speed V RL which varies as shown in Figure 2 with respect to the wheel speed V WL is obtained.
【００１５】一方、右後輪用演算回路１４R では、上記
左後輪用演算回路１４L と同様にして、−ＧRD＜（Ｖ
RR(n-1) −ＶWR(n) ）／ΔＴC ＜＋ＧRAの範囲では、 ＶRR(n) ＝ＶRR(n-1) −｛ＶRR(n-1) −ＶWR(n) ｝＝Ｖ
WR(n) （ＶRR(n-1) −ＶWR(n) ）／ΔＴC ≦−ＧRDでは、 ＶRR(n) ＝ＶRR(n-1) −ＧRD×ΔＴC ＋ＧRA≦（ＶRR(n-1) −ＶWR(n) ）／ΔＴC では、 ＶRR(n) ＝ＶRR(n-1) ＋ＧRA×ΔＴC がそれぞれ得られる。Meanwhile, the right rear wheel calculating circuit 14 R, in a manner similar to the calculation circuit 14 L for the left rear wheel, -G RD <(V
RR (n-1) −V WR (n) ) / ΔT C <+ GRA In the range, V RR (n) = V RR (n−1) − ｛V RR (n−1) −V WR (n ) ｝ = V
WR (n) (V RR ( n-1) -V WR (n)) / the ΔT C ≦ -G RD, V RR (n) = V RR (n-1) -G RD × ΔT C + G RA ≦ In ( VRR (n-1) -VWR (n) ) / [Delta] TC , VRR (n) = VRR (n-1) + GRA * [Delta] TC is obtained.
【００１６】ところで、上記制限加速度（＋ＧRA）は車
両走行時に想定される最大の加速度、悪路走行時の車輪
速度の変動、ならびにアンチロック制御時の車輪速度の
増速勾配等を考慮して予め設定されるものであり、制限
減速度（−ＧRD）は、車両走行路面の摩擦係数に対応し
て変化するものとして切換手段１１から両後輪用演算回
路１４L ，１４R にそれぞれ入力される。By the way, the above-mentioned limited acceleration (+ G RA ) is determined in consideration of the maximum acceleration assumed when the vehicle is running, the fluctuation of the wheel speed during running on a rough road, the increasing speed gradient of the wheel speed during antilock control, and the like. The limit deceleration (-G RD ) is set in advance, and is input from the switching means 11 to both rear wheel arithmetic circuits 14 L and 14 R on the assumption that the limit deceleration (−G RD ) changes in accordance with the friction coefficient of the vehicle traveling road surface. Is done.
【００１７】サンプリング時期決定手段４は、比較器１
６，１７，１８と、比較器１６の出力に応じてスイッチ
ング態様を切り換えるスイッチ１９とを備えるものであ
る。比較器１６の非反転入力端子には車輪速度検出手段
１L で得られる車輪速度ＶWLが入力され、反転入力端子
には車輪速度検出手段１R で得られる車輪速度ＶWRが入
力される。而して比較器１６は、左後輪の車輪速度ＶWL
が右後輪の車輪速度Ｖ WRよりも大きいときにハイレベル
の信号を出力し、右後輪の車輪速度ＶWRが左後輪の車輪
速度ＶWLよりも大きいときにローレベルの信号を出力す
る。また比較器１７の非反転入力端子には車輪加・減速
度検出手段２L で得られる車輪加・減速度αL が入力さ
れ、反転入力端子には基準端子２０から「０」を含む
「０」近傍の値に設定された設定加速度α0 が入力され
る。さらに比較器１８の非反転入力端子には車輪加・減
速度検出手段２R で得られる車輪加・減速度αR が入力
され、反転入力端子には基準端子２１から設定加速度α
0 が入力される。したがって比較器１７，１８は、車輪
加・減速度αL ，αRが設定加速度α0 よりも大きいと
きにはハイレベルの信号をそれぞれ出力し、車輪加・減
速度αL ，αR が設定加速度α0 以下となったときには
ローレベルの信号をそれぞれ出力する。The sampling time determining means 4 includes a comparator 1
6, 17, 18 and switches according to the output of comparator 16
And a switch 19 for switching the switching mode.
You. The non-inverting input terminal of the comparator 16 has a wheel speed detecting means.
1LWheel speed V obtained byWLIs input and the inverted input terminal
Has wheel speed detecting means 1RWheel speed V obtained byWREnters
Is forced. The comparator 16 calculates the wheel speed V of the left rear wheel.WL
Is the wheel speed V of the right rear wheel WRHigh level when greater than
Is output, and the wheel speed V of the right rear wheel is output.WRIs the left rear wheel
Speed VWLOutput a low-level signal when greater than
You. The wheel acceleration / deceleration is applied to the non-inverting input terminal of the comparator 17.
Degree detection means 2LWheel acceleration / deceleration α obtained byLIs entered
And the inverting input terminal includes “0” from the reference terminal 20
Set acceleration α set to a value near “0”0Is entered
You. The non-inverting input terminal of the comparator 18 also has a wheel
Speed detection means 2RWheel acceleration / deceleration α obtained byRIs input
The inverting input terminal receives the set acceleration α from the reference terminal 21.
0Is entered. Therefore, the comparators 17 and 18
Acceleration / deceleration αL, ΑRIs the set acceleration α0Greater than
Output a high-level signal to adjust the wheel
Speed αL, ΑRIs the set acceleration α0When
Each outputs a low level signal.
【００１８】スイッチ１９は、比較器１７の出力端子に
接続される個別接点１９ａ、ならびに比較器１８の出力
端子に接続される個別設定１９ｂと、共通接点１９ｃと
の導通・遮断を比較器１６の出力に応じて切換えるもの
であり、左後輪の車輪速度Ｖ WLが右後輪の車輪速度ＶWR
よりも大きくて比較器１６がハイレベルの信号を出力す
るときには個別接点１９ｂが共通接点１９ｃに導通さ
れ、右後輪の車輪速度Ｖ WRが左後輪の車輪速度ＶWLより
も大きくて比較器１６がローレベルの信号を出力すると
きには個別接点１９ａが共通接点１９ｃに導通される。
すなわち、左後輪の車輪速度ＶWLが右後輪の車輪速度Ｖ
WRよりも大きいときには、右後輪の車輪加・減速度αR
の設定加速度α0 との比較結果が共通接点１９ｃから出
力され、右後輪の車輪速度ＶWRが左後輪の車輪速度ＶWL
よりも大きいときには左後輪の車輪加・減速度αL の設
定加速度α0 との比較結果が共通接点１９ｃから出力さ
れることになる。The switch 19 is connected to the output terminal of the comparator 17.
Individual contact 19a to be connected, and output of comparator 18
Individual setting 19b connected to the terminal, common contact 19c
That switches the conduction and cutoff of the switch according to the output of the comparator 16
And the wheel speed V of the left rear wheel WLIs the wheel speed V of the right rear wheelWR
And the comparator 16 outputs a high level signal.
The individual contact 19b is conducted to the common contact 19c.
The right rear wheel speed V WRIs the wheel speed V of the left rear wheelWLThan
And the comparator 16 outputs a low level signal.
In this case, the individual contact 19a is conducted to the common contact 19c.
That is, the wheel speed V of the left rear wheelWLIs the wheel speed V of the right rear wheel
WRIs greater than the right rear wheel acceleration / deceleration αR
Set acceleration α0From the common contact 19c
Force, right rear wheel speed VWRIs the wheel speed V of the left rear wheelWL
Greater than the left rear wheel acceleration / deceleration αLSetting
Constant acceleration α0Is output from the common contact 19c.
Will be.
【００１９】記憶手段５には、前記スイッチ１９におけ
る共通接点１９ｃの出力と、擬似車体速度演算手段３に
おけるハイセレクト回路１５の出力とが入力されてお
り、記憶手段５は、前記共通接点１９ｃの出力がハイレ
ベルからローレベルへと変化する立ち下がり時をサンプ
リング時期として、ハイセレクト回路１５から入力され
ている擬似車体速度ＶRHを記憶する。The output of the common contact 19c of the switch 19 and the output of the high select circuit 15 of the pseudo vehicle speed calculation means 3 are input to the storage means 5, and the storage means 5 stores the output of the common contact 19c. The pseudo vehicle speed V RH input from the high select circuit 15 is stored with the falling time when the output changes from the high level to the low level as the sampling time.
【００２０】このような記憶手段５およびサンプリング
時期決定手段４の作用について図３を参照しながら説明
すると、実際の車体速度ＶB に対して、左後輪の車輪速
度Ｖ WLと、右後輪の車輪速度ＶWR（たとえばＶWL＞
ＶWR）とが、図３（ａ）の破線で示すように変化してい
る状態では、擬似車体速度演算手段３のハイセレクト回
路１５から記憶手段５に入力される擬似車体速度ＶRHは
左後輪の車輪速度ＶWLに基づくものとなる。一方、左後
輪の車輪速度ＶWLが右後輪の車輪速度ＶWRよりも大きい
状態では、サンプリング時期決定手段４におけるスイッ
チ１９の共通接点１９ｃには個別接点１９ｂすなわち比
較器１８が導通状態となっており、図３（ｂ）で示すよ
うに、車輪速度ＶWL，ＶWRの増速過程において右後輪の
車輪加・減速度αR がピークを過ぎた後に設定加速度α
0 以下となってサンプリング時期決定手段４から記憶手
段５に入力されている信号が立ち下がったサンプリング
時期Ｔ (n-1) ，Ｔ(n) ，Ｔ(n+1) …における擬似車体速
度ＶRH(n-1) ，ＶRH(n) ，ＶRH (n+1) …が記憶手段５で
順次記憶されることになる。Such storage means 5 and sampling
The operation of the timing determining means 4 will be described with reference to FIG.
Then, the actual vehicle speed VBFor the rear left wheel speed
Degree V WLAnd the wheel speed V of the right rear wheelWR(For example, VWL>
VWR) Changes as shown by the broken line in FIG.
In a state where the pseudo vehicle speed calculating means 3
The pseudo vehicle speed V input to the storage means 5 from the road 15RHIs
Wheel speed V of left rear wheelWLIt is based on. Meanwhile, left rear
Wheel speed V of the wheelWLIs the wheel speed V of the right rear wheelWRGreater than
In the state, the switch in the sampling
The common contact 19c of the switch 19 has an individual contact 19b,
The comparator 18 is in a conductive state, as shown in FIG.
U, wheel speed VWL, VWRThe right rear wheel
Wheel acceleration / deceleration αRAfter the peak has passed, set acceleration α
0From the sampling time determination means 4
Sampling when the signal input to stage 5 falls
Time T (n-1), T(n), T(n + 1)Simulated vehicle speed at ...
Degree VRH (n-1), VRH (n), VRH (n + 1)... is the storage means 5
They will be stored sequentially.
【００２１】速度差演算手段６では、記憶手段５で今回
記憶した擬似車体速度ＶRH(n) と前回記憶した擬似車体
速度ＶRH(n-1) との速度差ΔＶ（＝ＶRH(n) −Ｖ
RH(n-1) ）が演算される。また経過時間計測手段７で
は、前回のサンプリング時期Ｔ(n-1) から今回のサンプ
リング時期Ｔ(n)までの経過時間ΔＴが計測される。In the speed difference calculating means 6, the speed difference ΔV (= V RH (n ) between the pseudo vehicle speed V RH (n) currently stored in the storage means 5 and the pseudo vehicle speed V RH (n-1) stored last time is stored. ) -V
RH (n-1) ) is calculated. Further, the elapsed time measuring means 7 measures the elapsed time ΔT from the previous sampling time T (n-1) to the current sampling time T (n) .
【００２２】除算手段８では、速度差演算手段６で得ら
れた速度差ΔＶを経過時間計測手段７で得られた経過時
間ΔＴで除すことにより、路面の摩擦係数に対応する値
としての減速度（ΔＶ／ΔＴ）が得られる。The dividing means 8 divides the speed difference ΔV obtained by the speed difference calculating means 6 by the elapsed time ΔT obtained by the elapsed time measuring means 7 to reduce the value as a value corresponding to the friction coefficient of the road surface. The speed (ΔV / ΔT) is obtained.
【００２３】減算手段９では、除算手段８で得られた減
速度（ΔＶ／ΔＴ）から一定値ΔＧ R を減算して制限減
速度（−ＧRD1 ）が得られる。すなわち、 −ＧRD1 ＝ΔＶ／ΔＴ−ΔＧR なる演算が減算手段９で実行される。この制限減速度
（−ＧRD1 ）は、擬似車体速度演算手段３における左、
右後輪用演算回路１４L ，１４R で用いられるものであ
り、路面の摩擦係数に対応する減速度（ΔＶ／ΔＴ）を
考慮した制限減速度（−ＧRD1 ）を用いて擬似車体速度
ＶRL，ＶRRを得ることにより、擬似車体速度ＶRL，ＶRR
の推定精度が向上することになる。In the subtraction means 9, the subtraction obtained by the division means 8 is performed.
Constant value ΔG from speed (ΔV / ΔT) RSubtract the limit
Speed (-GRD1) Is obtained. That is, -GRD1= ΔV / ΔT−ΔGR Is performed by the subtraction means 9. This limited deceleration
(-GRD1) Are the left in the pseudo vehicle speed calculation means 3,
Arithmetic circuit for right rear wheel 14L, 14RUsed in
And the deceleration (ΔV / ΔT) corresponding to the friction coefficient of the road surface
Considered limited deceleration (-GRD1) Using pseudo body speed
VRL, VRR, The pseudo vehicle speed VRL, VRR
Will be improved.
【００２４】設定値出力手段１０からは、車両走行時に
想定される最大の減速度として予め設定される一定の減
速度（−ＧRD0 ）が出力されており、前記経過時間計測
手段７で得られた経過時間ΔＴが予め設定した設定範囲
内にあるかどうかに応じた切換手段１１の切換作用によ
り、減算手段９で得られた減速度（−ＧRD1 ）と設定値
出力手段１０から出力される一定の減速度（−ＧRD0 ）
のいずれか一方が制限減速度（−ＧRD）として選択され
て、左、右後輪用演算回路１４L ，１４R にそれぞれ入
力される。The set value output means 10 outputs a constant deceleration (-G RD0 ) which is set in advance as the maximum deceleration assumed when the vehicle is running, and is obtained by the elapsed time measuring means 7. The deceleration (-G RD1 ) obtained by the subtraction means 9 and the output from the set value output means 10 are provided by the switching action of the switching means 11 in accordance with whether or not the elapsed time ΔT is within a preset range. Constant deceleration (-G RD0 )
Either is selected as the limit deceleration (-G RD), left, are input to the right rear wheel calculating circuit 14 L, 14 R.
【００２５】切換手段１１は、比較器２２，２３、ＯＲ
ゲート２４およびスイッチ２５を備えるものである。而
して経過時間計測手段７で得られた経過時間ΔＴは、比
較器２２の反転入力端子と、比較器２３の非反転入力端
子とにそれぞれ入力される。一方、比較器２２の非反転
入力端子には基準端子２６から一定の時間ΔＴ1 が入力
され、比較器２３の反転入力端子には基準端子２７から
前記時間ΔＴ1 よりも長く設定されている一定の時間Δ
Ｔ2 が入力され、両比較器２２，２３の出力はＯＲゲー
ト２４に並列して入力される。The switching means 11 comprises comparators 22, 23, OR
It has a gate 24 and a switch 25. The elapsed time ΔT obtained by the elapsed time measuring means 7 is input to the inverting input terminal of the comparator 22 and the non-inverting input terminal of the comparator 23, respectively. On the other hand, a constant to the non-inverting input terminal of the comparator 22 is inputted from the reference terminal 26 is constant time [Delta] T 1, which is set longer than the time [Delta] T 1 from the reference terminal 27 to the inverting input terminal of the comparator 23 Time Δ
T 2 is input, and the outputs of the comparators 22 and 23 are input to the OR gate 24 in parallel.
【００２６】ところで、前記一定の時間ΔＴ1 は、サン
プリング時期の間隔ΔＴが車両が悪路を走行中であると
判断し得る程度に短いかどうかを判定すべく設定される
ものであり、前記一定の時間ΔＴ2 は、比較的高い摩擦
係数の路面を走行中の低制動踏力時であると判断し得る
程度に前記間隔ΔＴが長いかどうかを判断すべく設定さ
れるものである。The predetermined time ΔT 1 is set to determine whether the interval ΔT between sampling times is short enough to determine that the vehicle is traveling on a rough road. The time ΔT 2 is set to determine whether the interval ΔT is long enough to be able to judge that the vehicle is at the time of low brake pedaling force while traveling on a road surface having a relatively high friction coefficient.
【００２７】而してＯＲゲート２４からは、ΔＴ1 ≦Δ
Ｔ≦ΔＴ2 であるとき、すなわち車両が悪路を走行中で
なくしかも高摩擦係数の路面での低制動踏力時でもない
ときのみローレベルの信号が出力され、ΔＴ＜ΔＴ1 す
なわち車両が悪路を走行中であると判断されるとき、あ
るいはΔＴ2 ＜ΔＴすなわち高摩擦係数の路面での低制
動踏力時であると判断されるときにはＯＲゲート２４か
らハイレベルの信号が出力されることになる。From the OR gate 24, ΔT 1 ≦ Δ
When a T ≦ ΔT 2, i.e. the vehicle is output signal of the look low level when not even at low braking pedal force of road surface rough road rather traveling yet high friction coefficient, [Delta] T <adversely [Delta] T 1 ie vehicle When it is determined that the vehicle is traveling on the road, or when ΔT 2 <ΔT, that is, when it is determined that the braking force is low on the road surface having a high friction coefficient, a high-level signal is output from the OR gate 24. Become.
【００２８】スイッチ２５は、減算手段９の出力端子に
接続される個別接点２５ａ、ならびに設定値出力手段１
０の出力端子に接続される個別接点２５ｂと、擬似車体
速度演算手段３における左、右後輪用演算回路１４L ，
１４R に接続される共通接点２５ｃとの導通・遮断をＯ
Ｒゲート２４の出力に応じて切換えるものであり、ＯＲ
ゲート２４の出力がローレベルであるときには個別接点
２５ａが共通接点２５ｃに導通され、ＯＲゲート２４の
出力がハイレベルであるときには個別接点２５ｂが共通
接点２５ｃに導通される。すなわち、車両が悪路を走行
中でなくしかも高摩擦係数の路面での低制動踏力時でも
ないときには、減算手段９で得られる減速度（−
ＧRD1 ）が制限減速度（−ＧRD）として左、右後輪用演
算回路１４L ，１４R に入力され、車両が悪路を走行中
であると判断されるとき、あるいは高摩擦係数の路面で
の低制動踏力時であると判断されるときには設定値出力
手段１０から出力される一定の減速度（−ＧRD0 ）が制
限減速度（−ＧRD）として左、右後輪用演算回路１
４L ，１４R に入力されることになる。The switch 25 includes an individual contact 25 a connected to the output terminal of the subtraction means 9 and the set value output means 1.
0, and the left and right rear wheel calculation circuits 14 L , 14 L in the pseudo vehicle speed calculation means 3.
Conduction / interruption with the common contact 25c connected to 14 R
Switching is performed according to the output of the R gate 24.
When the output of the gate 24 is at a low level, the individual contact 25a is conducted to the common contact 25c, and when the output of the OR gate 24 is at a high level, the individual contact 25b is conducted to the common contact 25c. That is, when the vehicle is not traveling on a rough road and is not at the time of low braking depression force on a road surface having a high friction coefficient, the deceleration obtained by the subtraction means 9 (−
G RD1 ) is input to the left and right rear wheel arithmetic circuits 14 L and 14 R as the limited deceleration (−G RD ) when it is determined that the vehicle is traveling on a rough road, or when the vehicle has a high friction coefficient. When it is determined that a low braking pedaling force is applied on the road surface, the constant deceleration (-G RD0 ) output from the set value output means 10 is set as a limited deceleration (-G RD ), and an arithmetic circuit for the left and right rear wheels is used. 1
4 L and 14 R are input.
【００２９】制御回路１２は、左後輪用個別演算処理部
２８L 、右後輪用個別演算処理部２８RLおよび一括制御
部２９を備える。左後輪用個別演算処理部２８L には、
車輪速度検出手段１L で得られた左後輪の車輪速度
ＶWL、擬似車体速度演算手段３における左後輪用演算回
路１４L からの擬似車体速度ＶRL、ならびに車輪加・減
速度検出手段２L で得られた左後輪の車輪加・減速度α
Lが入力され、右後輪用個別演算処理部２８R には、車
輪速度検出手段１R で得られた右後輪の車輪速度Ｖ WR、
擬似車体速度演算手段３における右後輪用演算回路１４
R からの擬似車体速度ＶRR、ならびに車輪加・減速度検
出手段２R で得られた右後輪の車輪加・減速度αR が入
力される。The control circuit 12 includes an individual processing unit for the rear left wheel.
28L, Right rear wheel individual calculation processing unit 28RLAnd batch control
A part 29 is provided. Left rear wheel individual calculation processing unit 28LIn
Wheel speed detecting means 1LWheel speed of the left rear wheel obtained from
VWL, The left rear wheel calculation time in the pseudo vehicle speed calculation means 3
Road 14LPseudo vehicle speed V fromRL, And wheel addition / reduction
Speed detection means 2LWheel acceleration / deceleration α of the left rear wheel obtained by
LIs input, and the individual arithmetic processing unit for the right rear wheel 28RThe car
Wheel speed detection means 1RSpeed V of the right rear wheel obtained from WR,
Right rear wheel calculation circuit 14 in pseudo vehicle speed calculation means 3
RPseudo vehicle speed V fromRR, And wheel acceleration / deceleration detection
Outgoing means 2RWheel acceleration / deceleration α of the right rear wheel obtained byREnters
Is forced.
【００３０】左後輪用個別演算処理部２８L では、左後
輪の車輪速度ＶWLと、左後輪に対応する擬似車体速度Ｖ
RLに一定のスリップ率を乗じて得た目標車輪速度と、左
後輪の車輪加・減速度αL とにより、制動時に左後輪が
ロック状態に入りそうであるかどうかを判断するととも
に、その判断結果に応じた制動圧の減圧、保持および増
圧を行なうための制御信号を一括制御部２９に入力す
る。The left rear wheel individual calculation processing unit 28 L calculates a wheel speed V WL of the left rear wheel and a pseudo vehicle speed V WL corresponding to the left rear wheel.
Based on the target wheel speed obtained by multiplying RL by a constant slip ratio and the wheel acceleration / deceleration α L of the left rear wheel, it is determined whether or not the left rear wheel is likely to enter a locked state during braking, A control signal for reducing, maintaining, and increasing the braking pressure according to the determination result is input to the collective control unit 29.
【００３１】また右後輪用個別演算処理部２８R では、
右後輪の車輪速度ＶWRと、右後輪に対応する擬似車体速
度ＶRRに一定のスリップ率を乗じて得た目標車輪速度
と、右後輪の車輪加・減速度αR とにより、制動時に右
後輪がロック状態に入りそうであるかどうかを判断する
とともに、その判断結果に応じた制動圧の減圧、保持お
よび増圧を行なうための制御信号を一括制御部２９に入
力する。In the right rear wheel individual calculation processing unit 28 R ,
The target wheel speed obtained by multiplying the pseudo rear vehicle wheel speed V RR corresponding to the right rear wheel by a constant slip ratio, and the right rear wheel acceleration / deceleration α R by the right rear wheel speed V WR , It is determined whether or not the right rear wheel is about to enter the locked state during braking, and a control signal for reducing, maintaining and increasing the braking pressure according to the determination result is input to the collective control unit 29.
【００３２】而して一括制御部２９は、両個別演算処理
部２８L ，２８R から入力される制御信号に基づいて、
両後輪のうちロックが生じ易くなった側の制御信号を選
択してアクチュエータ１３の作動を制御し、それにより
両後輪の制動圧が一括制御されることになる。しかも一
括制御部２９には、サンプリング時期決定手段４におけ
るスイッチ１９の共通接点１９ｃが接続されており、一
括制御部２９は、その制動圧復帰増加開始時期をサンプ
リング時期決定手段４によって定められるサンプリング
時期に一致させて制動圧復帰増圧制御を実行する。The collective control unit 29, based on the control signals input from the individual calculation processing units 28 L and 28 R ,
The control signal on the side where locking is likely to occur among the two rear wheels is selected to control the operation of the actuator 13, whereby the braking pressure of both rear wheels is controlled collectively. In addition, the common contact 19c of the switch 19 in the sampling time determination means 4 is connected to the collective control unit 29, and the collective control unit 29 determines the start time of the increase in braking pressure return by the sampling time determined by the sampling time determination means 4. And the brake pressure return pressure increasing control is executed.
【００３３】次にこの実施例の作用について説明する
と、アンチロック制御中の擬似車体速度ＶRL，ＶRRの演
算にあたっては、車輪速度の増速過程で両後輪のうち車
輪速度の低い方の車輪の車輪加・減速度たとえばαL が
ピークを過ぎた後に設定加速度α0 以下となったときが
サンプリング時期決定手段４によりサンプリング時期と
定められ、そのサンプリング時期に擬似車体速度演算手
段３から出力されている擬似車体速度ＶRHすなわち両後
輪の車輪速度ＶWL，ＶWRにそれぞれ基づいて演算される
擬似車体速度ＶRL，ＶRRのうち高い方の値が記憶手段５
によって記憶される。Next, the operation of this embodiment will be described. In calculating the pseudo vehicle body speeds V RL and V RR during the antilock control, in the process of increasing the wheel speed, the lower one of the two rear wheels has the lower wheel speed. when the wheel acceleration or deceleration for example alpha L wheel becomes set acceleration alpha 0 or less after passed the peak is defined as the sampling timing by the sampling timing determining means 4, the output from the pseudo vehicle body speed calculating means 3 to the sampling period The storage means 5 stores the higher one of the pseudo vehicle speeds V RL and V RR calculated based on the calculated pseudo vehicle speed V RH, that is, the wheel speeds V WL and V WR of both rear wheels.
Is stored by
【００３４】このようにしてサンプリング時期決定手段
４で定められるサンプリング時期毎に記憶手段５に擬似
車体速度ＶRHが記憶されることになり、サンプリング時
期の間隔すなわち計測時間ΔＴで今回のサンプリング時
期および前回のサンプリング時期で記憶手段５にそれぞ
れ記憶した擬似車体速度ＶRH(n) ，ＶRH(n-1) の差ΔＶ
を除することにより、路面摩擦係数に対応した減速度Δ
Ｖ／ΔＴを得ることができ、その減速度ΔＶ／ΔＴを用
いて演算した減速度（−ＧRD1 ）を制限減速度（−
ＧRD）として定めることにより、擬似車体速度ＶRL，Ｖ
RLひいては目標車輪速度を路面摩擦係数に対応して定め
ることができ、より精密なアンチロック制御が可能とな
る。In this manner, the pseudo vehicle speed V RH is stored in the storage means 5 for each sampling time determined by the sampling time determination means 4, and the current sampling time and the current sampling time are determined at intervals of the sampling time, ie, the measurement time ΔT. The difference ΔV between the pseudo vehicle speeds V RH (n) and V RH (n-1) stored in the storage means 5 at the previous sampling time, respectively.
, The deceleration Δ corresponding to the road surface friction coefficient
V / ΔT can be obtained, and the deceleration (−G RD1 ) calculated using the deceleration ΔV / ΔT is reduced to the limited deceleration (−
G RD ), the pseudo vehicle speeds V RL , V
The RL and, consequently, the target wheel speed can be determined according to the road surface friction coefficient, and more precise anti-lock control becomes possible.
【００３５】しかも前記計測時間ΔＴがΔＴ＜ΔＴ1 す
なわち車両が悪路を走行中であると判断される程度に短
いとき、ならびにΔＴ2 ＜ΔＴすなわち高摩擦係数の路
面での低制動踏力時であると判断される程度に長いとき
には、一定の減速度（−ＧRD 0 ）を制限減速度（−
ＧRD）として用いるようにしたので、制限減速度（−Ｇ
RD）を誤って設定することが回避され、瞬間的な車輪の
挙動に影響を受けることなく精度よく路面摩擦係数に対
応する値（ΔＶ／ΔＴ）を定めてアンチロック制御の精
度を向上することができる。In addition, when the measurement time ΔT is short enough to determine that ΔT <ΔT 1, that is, when the vehicle is judged to be traveling on a rough road, and when ΔT 2 <ΔT, that is, when the braking force is low on a road surface having a high friction coefficient. When it is long enough to be judged that there is a certain deceleration (−G RD 0 ), the deceleration is limited (−G RD 0 ).
G RD ), so the limited deceleration (-G
RD ) is prevented from being erroneously set, and the value (ΔV / ΔT) corresponding to the road friction coefficient is accurately determined without being affected by the instantaneous wheel behavior to improve the accuracy of the antilock control. Can be.
【００３６】また同期して作動する両後輪のうち車輪速
度の低い方すなわち挙動の顕著な側でサンプリング時期
を定め、記憶手段５で記憶される擬似車体速度ＶRHは、
より高い車体速度側のものが選択されるので、制御精度
をより向上することができる。The sampling time is determined on the lower wheel speed of the two rear wheels operating synchronously, that is, on the side where the behavior is remarkable, and the pseudo vehicle speed V RH stored in the storage means 5 is:
Since a higher vehicle speed side is selected, control accuracy can be further improved.
【００３７】さらに制動圧復帰増圧開始時期をサンプリ
ング時期に設定することにより復帰増圧開始時の最も車
輪速度の高いときのデータを用いて路面摩擦係数に対応
する値を得ることができる。Further, by setting the braking pressure return pressure increase start time to the sampling time, a value corresponding to the road surface friction coefficient can be obtained by using the data when the wheel speed is the highest at the time of the return pressure increase start.
【００３８】上記一連の処理をコンピュータにより実行
するようにしてもよく、その場合の処理手順は、図４で
示すようになる。The above series of processing may be executed by a computer, and the processing procedure in that case is as shown in FIG.
【００３９】第１ステップＳ１では、フラグＦが「０」
にセットされ、第２ステップＳ２では制動圧を減圧中で
あるかどうかが判断され、減圧中であるときに第３ステ
ップＳ３に進んでサンプリング時期であるか否かが判断
される。In the first step S1, the flag F is set to "0".
Is set in the second step S2, and it is determined whether or not the braking pressure is being reduced. When the braking pressure is being reduced, the process proceeds to the third step S3 to determine whether or not it is the sampling time.
【００４０】第３ステップＳ３でサンプリング時期であ
ると判断されたときには、第４ステップＳ４でフラグＦ
が「０」であるか否かが判断され、Ｆ＝０であるときに
は第５および第６ステップＳ５，Ｓ６でそのときの時間
Ｔおよび擬似車体速度ＶRHが記憶され、第７ステップＳ
７でフラグＦを「１」にセットした後、第２ステップＳ
２に戻る。[0040] When it is determined that the sampling timing in the third step S3, the flag F in step S4
Is determined to be "0". When F = 0, the time T and the pseudo vehicle speed V RH at that time are stored in the fifth and sixth steps S5 and S6 , and the seventh step S5 is executed.
7, the flag F is set to "1", and then the second step S
Return to 2.
【００４１】次にサンプリング時期に達したときには、
フラグＦが「１」となっているので、第４ステップＳ４
から第８ステップＳ８に進み、第８ステップＳ８を経過
して第９ステップＳ９に進むことにより、サンプリング
時期の経過時間ΔＴが演算される。さらに第１０ステッ
プＳ１０では、経過時間ΔＴがΔＴ1 ＜ΔＴ＜ΔＴ2を
満足するかどうかが判断され、満足しないときには第１
１ステップＳ１１で一定の減速度（−ＧRDO ）が出力さ
れ、ΔＴ1 ＜ΔＴ＜ΔＴ2 であるときには第１２ステッ
プＳ１２において今回のサンプリング時期における擬似
車体速度ＶRHが記憶され、さらに第１３ステップＳ１３
で速度差ΔＶが演算された後、第１４ステップＳ１４で
（ΔＶ／ΔＴ）の演算が実行される。The next time you're in the sampling timing,
Since the flag F is "1", the fourth step S4
From the process proceeds to the eighth step S8, by proceeding to a ninth step S9 passed the eighth step S8, the elapsed time ΔT sampling <br/> time period is calculated. Further, in a tenth step S10, it is determined whether or not the elapsed time ΔT satisfies ΔT 1 <ΔT <ΔT 2 .
In step S11, a constant deceleration (-G RDO ) is output. If ΔT 1 <ΔT <ΔT 2 , the simulated vehicle speed V RH at the current sampling time is stored in the twelfth step S12, and the thirteenth step is performed. S13
After the calculation of the speed difference ΔV, the calculation of (ΔV / ΔT) is performed in a fourteenth step S14.
【００４２】第１５ステップＳ１５では、（ΔＶ／Δ
Ｔ）が負の値すなわち減速度を示すものであるかどうか
が判断され、（ΔＶ／ΔＴ）が正の値すなわち加速度を
示すものである場合には第１１ステップＳ１１に進み、
減速度を示すものであるときには第１６ステップＳ１６
に進む。In the fifteenth step S15, (ΔV / Δ
It is determined whether or not T) is a negative value, that is, indicating a deceleration. If (ΔV / ΔT) is a positive value, that is, indicating an acceleration, the process proceeds to an eleventh step S11.
If it indicates deceleration, a sixteenth step S16
Proceed to.
【００４３】第１６ステップＳ１６では、今回のサンプ
リング時期Ｔ(n)を前回のサンプリング時期Ｔ(n-1) と
して記憶し直すとともに、今回の擬似車体速度ＶRH(n)
を前回の擬似車体速度ＶRH(n-1) として記憶し直し、第
１７ステップＳ１７で減速度（−ＧRD1 ）を出力した後
に、第７ステップＳ７に戻る。In the sixteenth step S16, the current sampling time T (n) is stored again as the previous sampling time T (n-1) , and the current pseudo vehicle speed V RH (n) is stored.
Is stored again as the previous pseudo vehicle speed V RH (n-1) , the deceleration (-G RD1 ) is output in the 17th step S17, and then the process returns to the seventh step S7.
【００４４】上記実施例では、摩擦係数対応値として得
た減速度（ΔＶ／ΔＴ）から擬似車体速度演算のための
制限減速度（−ＧRD）を補正するようにしたが、演算し
て得た（ΔＶ／ΔＴ）から摩擦係数の大小を定め、高摩
擦係数であるときには制動圧復帰増圧時の増圧勾配を比
較的大とし、低摩擦係数であるときには前記増圧勾配を
比較的小とする制御を行なうようにしてもよい。In the above embodiment, the limited deceleration (-G RD ) for calculating the pseudo vehicle speed is corrected from the deceleration (ΔV / ΔT) obtained as the value corresponding to the friction coefficient. From (ΔV / ΔT), the magnitude of the friction coefficient is determined. When the friction coefficient is high, the pressure increase gradient during braking pressure return pressure increase is made relatively large, and when the friction coefficient is low, the pressure increase gradient is made relatively small. May be performed.
【００４５】また上記実施例では、擬似車体速度の速度
差を経過時間で除して摩擦係数に対応する値を得るよう
にしたが、車輪速度の速度差を経過時間で除して摩擦係
数に対応する値を得るようにしてせよい。In the above embodiment, the value corresponding to the friction coefficient is obtained by dividing the speed difference of the pseudo vehicle body speed by the elapsed time. However, the speed difference of the wheel speed is divided by the elapsed time to obtain the friction coefficient. The corresponding value may be obtained.
【００４６】[0046]
【発明の効果】以上のように本発明の第１の特徴によれ
ば、車輪速度の増速過程で車輪加・減速度がピークを過
ぎた後に「０」を含む「０」近傍の値に設定された設定
加速度以下となったサンプリング時期に、車輪速度検出
手段で検出された車輪速度またはその車輪速度に基づい
て演算された擬似車体速度を記憶し、今回記憶した車輪
速度または擬似車体速度と前回記憶した車輪速度または
擬似車体速度との速度差を、サンプリング時期間の経過
時間で除して路面摩擦係数に対応する値を得るようにし
たので、車輪の瞬間的な挙動に影響されることなく路面
摩擦係数に対応する値を得て、アンチロック制御の精度
向上に寄与することができる。しかも経過時間が予め設
定した設定範囲から外れたときには予め設定した摩擦係
数対応値を用いるようにしたので、車輪の挙動変化が極
端な場合を除くことができ、車輪の挙動変化が極端な場
合での誤作動を回避することができる。As described above, according to the first feature of the present invention, after the wheel acceleration / deceleration has passed the peak in the process of increasing the wheel speed, the wheel acceleration is reduced to a value near "0" including "0". At the sampling time when the acceleration becomes equal to or less than the set acceleration, the wheel speed detected by the wheel speed detecting means or the pseudo vehicle speed calculated based on the wheel speed is stored, and the currently stored wheel speed or pseudo vehicle speed is stored. The speed difference from the previously stored wheel speed or pseudo vehicle speed is divided by the elapsed time between sampling times to obtain the value corresponding to the road surface friction coefficient, so that it is affected by the instantaneous behavior of the wheels. Instead, it is possible to obtain a value corresponding to the road surface friction coefficient, thereby contributing to an improvement in the accuracy of the antilock control. Moreover, when the elapsed time is out of the preset range, the preset friction coefficient corresponding value is used, so that the case where the behavior change of the wheel is extreme can be excluded, and the case where the behavior change of the wheel is extreme is used. Can be prevented from malfunctioning.
【００４７】[0047]
【００４８】本発明の第２の特徴によれば、制動圧の復
帰増圧開始時期がサンプリング時期に設定されるので、
最も車輪速度の高いときのデータを用いて摩擦係数に対
応する値を得ることができる。According to the second feature of the present invention, since the start time of the return pressure increase of the braking pressure is set to the sampling time,
The value corresponding to the coefficient of friction can be obtained using the data when the wheel speed is the highest.
【００４９】さらに本発明の第３の特徴によれば、サン
プリング時期は、制動圧を一括制御される複数の車輪の
うちロックが生じ易くなった側の車輪の車輪加速度に基
づいて定められるのに対し、サンプリング時期において
各車輪のうち最も高い車輪速度または最も高い車輪速度
に基づいて演算された擬似車体速度が記憶されるので、
同期する複数の車輪速度のうち挙動の顕著な側で記憶の
タイミングを定め、記憶する速度をより車体速度に近い
値とすることにより、制御精度をより高めることができ
る。Further, according to the third aspect of the present invention, the sampling timing is determined based on the wheel acceleration of the wheel on which the locking is more likely to occur among the plurality of wheels whose braking pressure is collectively controlled. On the other hand, since the highest wheel speed or the pseudo vehicle speed calculated based on the highest wheel speed among the wheels at the sampling time is stored,
Defines a plurality of <br/> data Imi ring memory in significant side behavior of the wheel speed to be synchronized, by a value close to the speed more vehicle speed stored, it is possible to further enhance the control accuracy.
【図１】全体構成を示すブロック回路図である。FIG. 1 is a block circuit diagram showing an overall configuration.
【図２】車輪速度と擬似車体速度との関係を示す図であ
る。FIG. 2 is a diagram illustrating a relationship between a wheel speed and a pseudo vehicle body speed.
【図３】サンプリング時期、経過時間および速度差を説
明するための図である。FIG. 3 is a diagram for explaining a sampling time, an elapsed time, and a speed difference.
【図４】コンピュータによる処理手順を示すフローチャ
ートである。FIG. 4 is a flowchart showing a processing procedure by a computer.
【図５】従来技術の欠点を説明するための図である。FIG. 5 is a diagram for explaining a drawback of the related art.
１L ，１R 車輪速度検出手段 ２L ，２R 車輪加・減速度検出手段 ３ 擬似車体速度演算手段 ５ 記憶手段 ６ 速度差演算手段 ７ 経過時間計測手段 ８ 除算手段 １０ 設定値出力手段1 L , 1 R wheel speed detecting means 2 L , 2 R wheel acceleration / deceleration detecting means 3 Pseudo vehicle speed calculating means 5 Storage means 6 Speed difference calculating means 7 Elapsed time measuring means 8 Dividing means 10 Set value output means
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平３−67770（ＪＰ，Ａ) 特開 昭63−151572（ＪＰ，Ａ) 特開 昭58−71246（ＪＰ，Ａ) ────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-3-67770 (JP, A) JP-A-63-151572 (JP, A) JP-A-58-71246 (JP, A)
Claims (3)
輪加・減速度検出手段（２L ，２R ）と、車輪速度検出
手段（１L ，１R ）で検出された車輪速度に基づいて擬
似車体速度を演算する擬似車体速度演算手段（３）と、
車輪速度の増速過程で車輪加・減速度がピークを過ぎた
後に「０」を含む「０」近傍の値に設定された設定加速
度以下となったサンプリング時期での車輪速度または擬
似車体速度を記憶する記憶手段（５）と、該記憶手段
（５）で今回記憶した車輪速度または擬似車体速度と前
回記憶した車輪速度または擬似車体速度との速度差を演
算する速度差演算手段（６）と、前回のサンプリング時
期から今回のサンプリング時期までの経過時間を計測す
る経過時間計測手段（７）と、前記速度差を前記経過時
間で除して路面摩擦係数に対応する値を得る除算手段
（８）と、前記経過時間が予め設定した設定範囲から外
れたときに前記除算手段（８）の出力に代えて予め設定
した摩擦係数対応値を出力する設定値出力手段（１０）
とを備えることを特徴とするアンチロック制御装置。1. A wheel detected by a wheel speed detecting means ( 1L , 1R ), a wheel acceleration / deceleration detecting means ( 2L , 2R ), and a wheel speed detecting means ( 1L , 1R ). Pseudo vehicle speed calculating means (3) for calculating pseudo vehicle speed based on the speed;
After the wheel acceleration / deceleration peaks during the wheel speed increasing process, the wheel speed or the pseudo vehicle speed at the sampling timing when the acceleration becomes equal to or less than the set acceleration set to a value near “0” including “0” after the peak is obtained. Storage means (5) for storing, and speed difference calculating means (6) for calculating a speed difference between the wheel speed or pseudo vehicle speed currently stored in the storage device (5) and the previously stored wheel speed or pseudo vehicle speed. An elapsed time measuring means (7) for measuring an elapsed time from a previous sampling time to a current sampling time; and a dividing means (8) for dividing the speed difference by the elapsed time to obtain a value corresponding to a road surface friction coefficient. ) And the elapsed time is out of the preset range.
Preset in place of the output of the dividing means (8)
Setting value output means (10) for outputting the corresponding friction coefficient value
Anti-lock control system, characterized in that it comprises and.
グ時期に設定されることを特徴とする請求項１記載のア
ンチロック制御装置。2. The method according to claim 1, wherein the return pressure of the braking pressure is increased by the sampling pressure.
2. The anti-lock control device according to claim 1, wherein the anti-lock control device is set at a switching time .
される複数の車輪のうちロックが生じ易くなった側の車
輪の車輪加速度がピークを過ぎた後に設定加速度以下と
なった時期であり、記憶手段（５）には、該サンプリン
グ時期において各車輪のうち最も高い車輪速度または最
も高い車輪速度に基づいて演算された擬似車体速度が入
力されることを特徴とする請求項１記載のアンチロック
制御装置。3. The sampling pressure is controlled collectively by the braking pressure.
Out of the plurality of wheels to be locked
After the wheel acceleration of the wheel has passed the peak,
The storage means (5) contains the sample
The highest wheel speed or the highest
The pseudo body speed calculated based on the high wheel speed
Anti-lock control apparatus according to claim 1, characterized in that it is force.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3212334A JP2620995B2 (en) | 1991-08-23 | 1991-08-23 | Anti-lock control device |
| US07/897,048 US5286097A (en) | 1991-08-23 | 1992-06-11 | Anti-lock control system |
| DE4219893A DE4219893C2 (en) | 1991-08-23 | 1992-06-17 | Anti-lock braking system |
| GB9212994A GB2258894B (en) | 1991-08-23 | 1992-06-19 | Anti-lock control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3212334A JP2620995B2 (en) | 1991-08-23 | 1991-08-23 | Anti-lock control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0550903A JPH0550903A (en) | 1993-03-02 |
| JP2620995B2 true JP2620995B2 (en) | 1997-06-18 |
Family
ID=16620822
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3212334A Expired - Lifetime JP2620995B2 (en) | 1991-08-23 | 1991-08-23 | Anti-lock control device |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US5286097A (en) |
| JP (1) | JP2620995B2 (en) |
| DE (1) | DE4219893C2 (en) |
| GB (1) | GB2258894B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3385134A1 (en) | 2017-03-14 | 2018-10-10 | Nissin Kogyo Co., Ltd. | Brake control device for vehicles with bar handle |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3059826B2 (en) * | 1992-06-24 | 2000-07-04 | 本田技研工業株式会社 | Road surface friction coefficient calculator |
| JPH07205789A (en) * | 1994-01-26 | 1995-08-08 | Honda Motor Co Ltd | Antilock brake control method for four-wheel drive vehicle |
| JP3346041B2 (en) * | 1994-07-20 | 2002-11-18 | アイシン精機株式会社 | Anti-skid control device |
| JP3346057B2 (en) * | 1994-10-20 | 2002-11-18 | アイシン精機株式会社 | Anti-skid control system for four-wheel drive vehicles |
| US5644490A (en) * | 1995-02-03 | 1997-07-01 | Kelsey-Hayes Company | Method and system for estimating vehicle speed reference value |
| JPH08295223A (en) * | 1995-04-25 | 1996-11-12 | Toyota Motor Corp | Device for estimating deceleration and speed of vehicular body, and antiskid brake system using the same |
| JPH09202227A (en) * | 1996-01-29 | 1997-08-05 | Akebono Brake Ind Co Ltd | Anti-lock control method and device thereof |
| JP3709086B2 (en) * | 1998-12-16 | 2005-10-19 | 株式会社日立製作所 | Brake control device |
| JP4083563B2 (en) | 2002-12-20 | 2008-04-30 | 本田技研工業株式会社 | Anti-lock control device for vehicle |
| JP4043936B2 (en) * | 2002-12-20 | 2008-02-06 | 本田技研工業株式会社 | Anti-lock control device for vehicle |
| JP4229965B2 (en) | 2006-11-14 | 2009-02-25 | 横浜ゴム株式会社 | Brake control method and brake control device |
| KR102079940B1 (en) * | 2013-07-09 | 2020-02-21 | 삼성전자주식회사 | Mobile robot having function estimating friction coefficient and method of estimating the same |
| JP2022135156A (en) * | 2021-03-04 | 2022-09-15 | 株式会社ジェイテクト | Vehicle speed calculation device and vehicular control device |
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| US4070562A (en) * | 1975-08-28 | 1978-01-24 | Nippon Soken, Inc. | Acceleration/deceleration alarm system |
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| JPS5653944A (en) * | 1979-10-09 | 1981-05-13 | Nissan Motor Co Ltd | Antiskid controller |
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| JPS5675242A (en) * | 1979-11-20 | 1981-06-22 | Nissan Motor Co Ltd | Antiskid control device |
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| JPH01148647A (en) * | 1987-12-04 | 1989-06-12 | Akebono Brake Ind Co Ltd | Control method for anti-lock |
| DE3812903A1 (en) * | 1988-04-18 | 1989-10-26 | Lucas Ind Plc | METHOD FOR REGULATING BRAKE PRESSURE IN AN ABS BRAKE SYSTEM |
| JPH0367770A (en) * | 1989-08-08 | 1991-03-22 | Akebono Brake Res & Dev Center Ltd | Anti-lock control method for vehicle |
| DE4028545A1 (en) * | 1989-09-08 | 1991-03-21 | Akebono Brake Ind | Antilocking braking system for motor vehicle - estimates vehicle velocity and limits acceleration and deceleration within predetermined range |
-
1991
- 1991-08-23 JP JP3212334A patent/JP2620995B2/en not_active Expired - Lifetime
-
1992
- 1992-06-11 US US07/897,048 patent/US5286097A/en not_active Expired - Lifetime
- 1992-06-17 DE DE4219893A patent/DE4219893C2/en not_active Expired - Fee Related
- 1992-06-19 GB GB9212994A patent/GB2258894B/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3385134A1 (en) | 2017-03-14 | 2018-10-10 | Nissin Kogyo Co., Ltd. | Brake control device for vehicles with bar handle |
| US10569749B2 (en) | 2017-03-14 | 2020-02-25 | Nissin Kogyo Co., Ltd. | Brake control device for vehicles with bar handle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2258894A (en) | 1993-02-24 |
| DE4219893C2 (en) | 1997-03-13 |
| GB2258894B (en) | 1994-12-07 |
| US5286097A (en) | 1994-02-15 |
| DE4219893A1 (en) | 1993-02-25 |
| JPH0550903A (en) | 1993-03-02 |
| GB9212994D0 (en) | 1992-08-05 |
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